Multiflow cooling system



May 26, 1936. F. w. HlLD 2,041,928

MULTIFLOW COOLING SYSTEM 4 Filed Aug. 14, 1931 2 Sheets-Sheet l lMay 26, 1936. F. w. HILD 2,041,928

MULTIFLOW COOLING SYSTEM Fi1ed Aug. 14, 19:51 2 sheets-sheen 2 lrrlllllfllau Fre? n' v BY Za/w1] ATTORNEY Patented May 26, 1936 UNITED STATES PATENT OFFICE 2,041,928 MUELTIFLoW cooLING srs'rEM Frederic W. Bild, Los Angeles, Calif.

Application August 14, 1931, Serial No. 557,082

' 1-7 Iclams. (c1. 12s-19s) My invention relates to cooling systems for internal combustion engines and particularly to multiflovL/*cooling systems.

In my co-pending application Serial No. 494,567 filed November 10, 1930, I have disclosed a multiiiow cooling systemin which the dow inducer valve adjustment may be varied for the seasonal temperature range. It is an object of my present invention to provide regulating means for the cooling system which shall enable other adjustment for the atmospheric and other temperature changes. It is a further object to provide pump ejector means for circulating liquid by negative or vacuum pressure through two separate cooling channels of the engine.

In my co-pending application Serial No. 517,786 led February 24, 1931, I have shown a novel oil cooler or thermalizer disposed in the crankcase of the engine and which in practical use has proven highly eilicient. It is an object of my present invention to further improve my saidvoil cooler by making it simpler and less'in cost. Still another object is to provide an oil cooler for engnes employing 'the splash system of lubrication.

Other objects 'and advantages of my invention will be apparent from the following description and the accompanying drawings:

Figure 1 shows in semi-diagram the apparatus embodying my invention.

Figure 2 is a sectional elevation of the flow inducer. 1

Figure 3 is a sectional view 'of the T valve.

Fig. 4 shows in semi-diagram another arrangement of the apparatus embodying my invention.

Fig. 5 shows in semi-diagram still another ar' rangement of the apparatus embodying my invention.

Figure 6 is a transverse sectional elevation of the oil cooler taken on the line6--6 of Figure 7.

Figure 7 is a longitudinal, sectional elevation of the oil cooler taken on the line 1-1 of Figure 6.

Figure 8 is a` longitudinal, sectional elevation of another form of oil cooler ltaken on the line 8-8 of Figure 9.

Figure 9 is a transverse sectionalelevation of said other form of oil cooler taken on the'line 9-9 of Figure 8. A

Referring to the drawings, the radiator lis conventional and its upper or hot water tank is connected to the lower or cold water tank I2 by the cooling core I3 which may be either the tubular or the honey 'comb' type. The upper tank has an inlet I4; and the lower tank has two outlets I5 and I6.

In Figure 1, the radiator-*outlet I5 is connected movable end has a stem 41 which .projects beto the Tv Il from which a pipe I8 leads to the suction end of the Water pump I9. The pump is driven by the engine 2D in any of the established ways. A- pipe 2| connectsthe discharge end of the pump to the engine cylinder jacket 22. A hot water discharge manifold 23 leads from thev cylinder jacket to the nozzle of the ow inducer 24, the main discharge end of the iiow inducer being connected to the inlet I4 of the upper tank of the radiator. The intermediate opening of the ilow inducer receives the pipe 25which leads to terminal connection 21 of the oil cooler 26. From the other terminal connection 28 of the oil cooler, a pipe 29 leads to the primary opening 3| of the T valve 30. The outlet. I6 of the lower tank of the radiator is connected to one end of the two secondary openings of the T valve, the other secondary opening of the T valve being connected by the pipe'32 to the T Il. The T valve 30 has valvestem 33 which may be connected for remote operation'by a rod 34 which may extend to the drivers compartment (not shown) of the auto-vehicle driven by the engine 20.

The T valve may be any suitable three way valve; as here shown it has a body 35 containing the valve 36 which is a half cylinder secured to the valve stern 33. The valve 36 controls the two secondary ports 31 and 38 but not the primary port 3|. The valve 36 when rotated may close either of the two secondary ports 31 and 38, but

. the valve cannot close them both at the same time. It is evident that both secondary ports may be partially open. .The primary port 3| is always fully open. l

'I'he flow inducer 24v has a body 39 which forms a series of communicating chambers. The receiving or inlet end is the vacuum chamber 40 and contains the ejector nozzle 4|. The large end of the nozzle receives the hot water from manifold 23; the small end of the nozzle jets the liquid into the the ejector passage 42. The intermediate inlet 43 leads into the vacuum, chamber 40 and according to the well-known action of the ejector, liquid in the vacuum chamber-will be ejected therefrom, into and through the ejector passage 42 by the action of the jet issuing from the nozzle 4|. The ejector passage 42 leads into the thermostat chamber 44 which contains the thermostat 45.

The thermostat has threaded stud 46 at one end by which it is secured to the body 39. 'I'he other end of the thermostat is movable upon expansion or contraction of the thermo-sensitive uid contained by the thermostat bellows. This yond the chamber 44 through the valve chamber 48 into the guide arms 48 of the outlet member 58. The outlet member 58 is threaded into the body 39 at the valve chamber 48. A valve disc I is secured to the stem 41 at the opening 52 between chambers 44 and 48. When the thermostat is contracted the valve disc is` seated in closed position at the opening 52 so that liquid cannot then flow from the flow inducer through outlet member 58.

Radiator hose 53 and hose clamps 54 may be used to secure the flow inducer into the cooling system by connecting nozzle 4I to manifold 23 and connecting intermediate inlet 43 to pipe 25 which connects with oil cooler 26 at outlet 21.

'I'he oil cooler 26 is a heat exchange device-for heating and for cooling the lubricating oil of the engine. The oil cooler may be secured into the oil pan and made part thereof as shown in Figures 6 and '1 and in my aforesaid application Serial No` 517,786, or it may-be secured to and made part of the engine block or frame and be free and independent of the oil pan as shown in Figures 8 and 9. In either arrangement the oil cooler may include an oil tray for use in engines employing the splash system of lubrication. The tray may be omitted when the splash system is not used.

Referring to Figures 6 and 7, the oil cooler 26 has the outlet and inlet headers 55 and 56 respectively and the return header 51. These headers are tubes suitably flattened as shown to receive the numerous small tubes 58 which are secured iluid tight into. the headers. One end each of the inlet and the outlet headers and both ends of the return header are closed. The open ends of the outlet and inlet headers are secured fluid tight into bushings 58 which lead through the side walls of oil pan 68. The bushings are threaded to receive terminal connection 21 and terminal connection 28 which serve also as nuts to firmly secure the bushings and the headers uid tight to the Walls of the oil pan 68. Terminal connection 28 has a threaded hole into which is secured the taper drain plug 6I, which being'` practically the lowest point in the cooling system is well adapted for draining it when required. The tubes 58 are so joined to the three headers that fluid entering the oil cooler at terminal inlet 23, must ilow through connection header 56 then through one half in number of the tubes 58 into return header 51 then through the remaining half in number of the tubes 56 into outlet header 55 discharging therefrom through outlet terminal 21. The oil cooler 26 is immersed in the lubricating oil in the oil pan 68, so that liquid owing through the oil cooler is in close thermal asso# ciation but not i'n contact with the lubricating oil.

When the splash system is used, the oil tray 62 is secured vto the upper part o1' the oil cooler. The tray has several transverse partitions 63 which divide the tray into compartments accordlin'g to the number and spacing of the oil dippers or scoops on the crank shaft assembly. The path of the outermostpart of the oil dippers through their compartments is indicated by the arc 64. All. or some of the tubes 58 constituting the top row of these' tubes, pass through the end walls of tray 62 and through the lower part of the partitions 63, so that these upper tubes are immersed in the oil in tray 62. Thus there is provided a main oil reservoir containing a plurality o1 auxby the pump I9 from the iliary oil reservoirs, the oil cooler 26 being disposed in the various reservoirs in thermal association with the oil in all of the reservoirs. Overflow of oil from the tray 62 falls' into the oil pan 68. 5 Referring to Figures 8 and 9, the engine 28 has the Iframe 65 from which is suspended the oil pan 68 secured to the frame by the bolts 66. Within the frame 65 'and oil pan 60 and j'ournaled in suitable stationary bearings in the frame 65, is 10 th'e crank shaft 61 on which are the connecting rods 68. Each connecting rod has an oil dipper 69 which moves in the arc 64. Secured to the engine frame 65 and suspended therefromfree of the ou pan so 1s the on cooler 26a. This on 1 cooler has an L shaped header 18 which is in the space,radial to one of the said stationary bearings. The header 18 is of hollow rectangular section within which a partition 1I extends J the full length of the header, thereby forming '0 the outlet and inlet compartments 12 and 13 respectively. The header 18 has a shoulder 14 at which place the rectangular section changes to circular section in order to pass through a circular hole in the engine frame 65. 'I'he circular section may bethreaded to receive nut collar 15 so as to firmly secure the header and thereby the oil cooler to the engine frame 65. The compartments 12 and '13 extend beyond the nut coln lar 15 and `receive the terminal outlet 21a and terminal inlet 28a respectively.

Each of the numerous small tubes 16 is bent to form a loop; one end of each tube is secured uid tight into outlet compartment 12 and the 35 other end is correspondingly secured into inlet compartment 13. Each loop passes under the L shaped header 18, the tubes and the horizontal portion of the header being immersed in the oil in the oil pan 68. Liquid entering the oil cooler 26a at 28a. flows through inlet compartment 13, through the looped tubes 16 into outlet compartment 12 discharging therefrom through terminal outlet 21a. The liquid is thereby in thermal as# sociationl with the oil but not in contact with it.

For the splash system of lubrication the oil tray 11 having partitions 18 is secured to the upper part of the oil cooler 26a in the same manner and relationship as described for oil cooler 26 in Figures 6 and 7.

'I'he operation of the multiilow cooling system shown in Figure 1 is as follows: when starting cold, the thermostat 45 is contracted so that the valve 5I is in closed position.` Water is drawn radiator at outlet I5, 5 through pipe I8 and discharged from the pump through pipe 2l into cylinder jacket 22 where the water is'rapidly heated. The hot water discharges from the cylinder jacket into manifold 23 and thence into iow inducer 24. The valve 5I being closed, the hot water Ilows downward through pipe 25 into oil cooler 26 at terminal connection 21 and after passing through the tubes and headers of the oil cooler, the hot water ilows therefrom at terminal connection 26 65 through pipe 28 to the T valve 38. /j

Depending upon the position of valve/36 of the T valve, the water may flow through either or both ports 31 and 38. `If the port/to outlet I6 be closed then all of the hot water will ow through pipe n, -r l1 and pipe In no the pump ls' with very little loss of heat, and consequently the engine temperature and the oil temperature will rise very rapidly. If the port to pipe 32 be closed. then the hot water will flow from the -1' valve into radiator inlet I6 through the cold intake of the cylinder jacket 22.

water tank I2 to the T I1 and thence to pump I9. Some heat will be lost from the hot water stream in its passage through the cold water tank I2, and consequently the rise-of engine temperature and oil temperature will be less rapid than if the port to pipe 32 had been open. When neither port of the T valve is closed, the hot water iiows in both directions, part of it directly to the pump with only slight loss of heat and the remainder through the cold water tank of the radiator where heat is extracted.

The thermostat 45 may be set permanently for the temperature corresponding to most efficient engine4 operation. When heavier engine duty causes higher temperature, the thermostat expands and opens valve 5I so that the hot stream from the manifold 23 divides and part of it now passes into the radiator at inlet I4 and iscooled in the cooling core I3. Upon suiiicient opening 'of the valve 5 I, the ow inducer ejector will cause reversal of the stream through the oil cooler 26, so that cold water will be drawn from the lower tank I2 of the radiator through the T valve 30 and pipe 29, through the oil cooler and pipe 25 into the iiow inducer 24 and thence into the upper tank of the radiator. Now all of the water 'in the cooling system islcirculated through the cooling core I 3 and subjected to forced cooling.

The flexibility and range of temperature control of this multiow cooling system is readily apparent. With openports of the T valve 30, the circulating water of the system may be divided into three streams, each subject to a different rate of cooling which may be changed by means of the T valve.

In Figure 4, the arrangement differs from Figure 1 in that the pump is interposed between the cylinder jacket and the ejector iiow inducer. The pipe I8 leads directly from the T Il vto the The manifold 23 is omitted. The cylinder jacket discharges directly into the suction end of the pump I9. The discharge end of the pump I 9 forms the nozzle 5I which is inserted into the ejector flow inducer 24 and is the ejector nozzle of the ilow 'inducen In all other respects, the arrangement and sequence of operation are the same as in Figure 1.

Y In Figure 4, the circulating water in the cylinder jacket is not lsubject to positive pressure, but is always under negative pressure due to the suc'- tion of the pump. At the flow inducer the pump pressure is undiminished by the friction losses of the cooling channel between the radiator and the discharge outlet of the cylinder jacket. The c onsequence is highly sensitive and eflicient ejector action in the ow inducer. 'Ihus in both cooling channels of the engine the circulating liquid is under negative or vacuum pressure. Y

In Figure 5, water is drawn by the pump lI9 from radiator at outlet I5 through T I1 and pipe I 8 to the suction end of the pump which .then forces the liquid through pipe 82 into the `oil cooler 26 at terminal connection 21, through the tubes and headers of the oil cooler, then through r pipe 83 into the cylinder jacket 22 discharging therefrom into 'manifold 23 which discharges into the primary port 3Ia of T valve 30a. This valve is a duplicate of T valve 30. One of the secondary ports of the T valve 30a connects to inlet I4 of the radiator; the other secondary port is connected by pipe 84 to theprimary portof \the lower T valve 30. One of the secondary ports of the 1ower -r valve au1eadsinto the radiator inlet t comprising a plurality of conduits immersed 1n 75v in thermal association but not lubricating oil in the crank c I6 and the other secondary port of lower T valve 30 leads into T I1.

In the operation of Figure 5, the two T valves provide similar flexibility of temperature control but to somewhat less degree than Figures 1 and 4. In-Figure 5, there is no reversal of circulation. The oilv cooler 26 is always subject to the full pressure of the pump I9. The two cooling channels of the engine, namely, the cooling jacket 22 and the oil cooler 26 are always in series relation.

llthough I have described several specific embodiments of my invention, it will be obvious to those skilled in the art, that various modications may be made in the details of construction, the general arrangement, the association of the several co-operating parts and the application of my invention without departing from the spirit thereof or the principles herein set forth.

I claim as my invention: Y 1. In a cooling system for an internal combustion engine having a crankcase oil pan, an oil cooler suspended from and supported by the enlgine frame independently of said oil pan, said oil cooler comprising two outlet compartments and a plurality of conduits immersed in the lu- 2 bricating oil in said crank case oil pan, the ends of said conduits terminating in the two outlet compartments so that cooling fluid entering one compartment flows through all of said conduits into the other outlet compartment in sociation with said oil.

2. `In a cooling system for* an internal combustion, engine, the combination of a plurality of adjacent oil reservoirs for the engine, an oil cooling means. immersed in the oil in said reservoirs, said means having an inlet and an outlet for conducting a cooling fluid through said means in thermal association with the oil in both said reservoirs.

3. In a cooling system foi` an internal combustion engine, an engine crank case oil pan having a principal oil reservoir and a plurality of auxiliary oil reservoirs, adjacent said principal reservoir, an oil cooling means comprising a plurality of conduits disposed in said reservoirs, a common inlet and a common outlet for all of said conduits, said means being arranged for conducting a cooling fluid through the oil in all of said reservoirs in contact with thermal asvoirs for the engine, and oil cooling means immersed in the oil in all of said reservoirs, said means comprising a common inlet and a common outlet for conducting cooling liquid from the radiator through said oil cooling means in thermal association with the oil in said reservoirs.

5. In combination: a radiator, an internal combustion engine having a crank shaft arranged for splash lubricatioman oil cooler disposed in the gine, said oil cooler .comprising ing the oil for'said splash lubrication, and means for connecting the oil cooler in liquid ow 'connectioi with the radiator. f

6. In combination: a radiator, an internal combustion engine having` a crank shaft arranged for. splash lubrication, an' oil cooler and 'a splash tray disposed in the crank case oil pan of -the engine, said splash tray having a plurality of compartments for containing oil and for receiving the oil dippers of the crank shaft, said oil cooler e oil pali oi' the entray for containthe oil in said compartments and said oil pan, and means for connecting the oil cooler with the radiator.

7. In combination: an internal combustion engine having two separate cooling channels, a radiator having a hot water tank and having two spaced apart outlets for its cold. water tank, iiow regulating means comprising a pipe and a valve for connecting said outlets with each other, and l means for connecting both of said cooling channels with said regulating means and with the hot water tank of the radiator. 8. In combination: a radiator having two outlets for its cold water tank, an internal combustion engine having two separate cooling channels one of which is in thermal association with the engine lubricant, connections for both of said outlets with both of said channels, and pressure creating means for connecting both of said channels with the hot water tank of the radiator.

9. In combination: a radiator for cooling a liquid and having a cold water tank and a hot water tank, an internal combustion engine haw ing two. separate cooling channels, means for connecting the cold water tank o f the-radiator with both said channels, and iiow inducing i means for said liquid comprising a pump and an ejector connecting both said channels with the hot water, tank of the radiator.

10. In a cooling system for an internal combustion engine having cooling channels adapted to receive cooling fluid, a flow inducing means for circulating said uid through said channels said means comprising a pump and an ejector the discharge end of the pump forming the nozzle of the ejector. x

l1. In combination: a radiator for cooling a liquid and having two outlets for its cold water tank, an internal combustion engine having a cooling jacket and an oil cooler through both of which said liquid may flow, means for connecting' said outlets with said jacket and said oil cooler, a pump` having'its suction end connected to the hot water outlet of the jacket, and means comprising a nozzle ejector and a valve for connectwith two outlets, a by-pass comprising a pipe and means, including a valve, for connecting said' outlets with each other and with bothcooling channels, and means including a second valve for connecting both channels with the inlet tank of the radiator.

13. In combination: an internal combustion engine having two channels adapted toreceive a cooling liquid, a pump having its suction end connected to one of said channels for inducing iiow of said liquid therein, and an ejector connected to the discharge end of the pump and to the other channel for inducing flow of the liquid in said other channel. 14. In combination: an internal combustion engine 4having two cooling channels adapted to receive a cooling liquid one of said channels being in,therma1 association with the engine lubricant, and means for imparting pressure to said liquid and for regulating its ilow, said means comprising serially a. pump an ejector at the discharge end of the pump and a valve at the discharge end of the ejector.`

15. In combination: an internal combustion enginerhaving two cooling channels one a cooling jacket, the other a. heat exchanger, both channels being adapted to receive a cooling liquid, a; pump having its suction end at the outlet of the jacket, an ejector having its vacuum chamber connected to the exchanger, the discharge end of the pump forming a nozzle of the ejector, and a valve at the outlet of the ejector for controlling the ilow of said liquid.

16. In combination: a water cooling radiator having an inlet tank a cooling core and an outlet tank, a water cooled engine in circulatory con. nection with the radiator, and means for bypassing 'either the entire radiator or only the inlet tank and the cooling core said means comprising a valve at the inlet tank and a valve at the outlet tank.

17. In combination: a waer cooling radiator having an inlet vtank a cooling core and an outlet tank with two outlets, a valve at the inlet tank, a valved by pass connecting the two outlets, and a water cooled engine in circulatory connection with the radiator at said inlet valve and said by-pass.

FREDERIC w. BILD. 59 

